Retaining-valve.



No. 637,I34. Patented Nov. I4, |899. J. S. LAPISH.V

RETAINING VALVE.

(Application led Feb. 1, 1899.)

2 Sheets-Sheet l.

(No Model.)

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No. 637,134. Patented Nov. 14,1899. .1. s. LAPlsH.

RETAINING VALVE.v

(Application med Feb. 1, 1899.) (No Model.) 2 Sheets-Sheet 2,

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UNITED STATES PATENT OFFICE.

JOSEPH S. LAPISH, OF AMERICAN FORK, UTAH, ASSIGNOR OF ONE-HALF TOULYSSES G. MERRILL, OF SAME PLACE.

RETAlNlNG-VALVE.

SPECIFICATION forming part of Letters Patent No. 637,134, dated November14, 1899.

Application led February 1, 1899. Serial No, 704,145. (No model.)

To a/ZZ whom tmotg concern: y Be it known that I, JOSEPH S. LArIsH, ofAmerican Fork, in the county of Utahand State of Utah, have invented anew and Imthe auxiliary reservoir is recharged.

The invention consists of novel features and parts and combinations ofthe same, as will be fully described hereinafter and then point-ed outin the claims.

A practical embodiment of my invention is represented in theaccompanying drawings, forming a part of this specification, in whichsimilar characters of reference indicate corresponding parts in all theviews.

Figure 1 is a sectional side elevation of a quick-action freight triplevalve provided with the improvement and with the'triple valve shown inrunning position, the section being onv the line 1 1 in Fig. 4. Fig. 2is a transverse section of the same on theline 2 2 in Fig. 1 and withthe lower portion of the triple valve omitted. Fig. 3 is an invertedplan view of the triple valve. Fig. 4 is a sectional plan view of theimprovement on the line 4 4 in Fig. 2. Fig. 5 is a sectional sideelevation of part of the improvement with the triple valve in anemergency-application position. Fig. 6 is a like view of the same withthe triple valvel in the service-application position. Fig. 7 is asimilar view of the same with the triple valve in ordinary runningposition, the section being on the line 7 7 in Fig. 4; and Fig. 8 is atransverse section of the same on the line 8 8 in Fig. 6.

The triple valve is provided with the usual triple-valve bodyAand aslide-valve B, moving over a slide-valve seat C, having the usual portsab o for making the regular connections with the brake-cylinder, theemergencypiston chamber, and the exhaust-port, respectively. Thebrake-cylinder exhaust-port c instead of opening to the outer airconnects by a pipe D with a chamber E', formed at one end of aretaining-valve cylinder E, secured to or forming part of thetriple-valve body A and preferably arranged transversely thereon, as isplainly indicated in Figs. 2 and 8. The chamber E' connects with theinterior of the cylinder E by a series of ports da short distance fromthe closed end of the cylinder, the other end E2 of the cylinder Eopening to the outer air to permit the air-pressure from thebrake-cylinder to pass through the cylinder E to the open air, ashereinafter more fully described.

In the cylinder E is mounted to travel a piston F, having a piston-rodF', on which is coiled a` spring F2 for normally holding the piston Fagainst a head E2, closing the forward end of the cylinder E. (See Fig.2.) In the head E2 is arranged a port e, leading to a chamber E4, formedin the cylinder and connected by a pipe G with a port f, leading to thevalve-seat and adapted to register with a longitudinal channel g, formedin the slidevalve B and opening into a port h, controlled by the usualgraduating-valve H and adapted to be closed by an additionalspring-pressed check-valve Las is plainly indicated in Fig. 1.

At one side of the port f is arranged a leakport t', leading through thetriple-valve body to the outer air and adapted to register with thechannel g, previously mentioned, the said channel being also adapted toregister with another port k on the other side of the port f andconnected with a pop-valve J. (See Fig. 4.) Thus the three ports f, t',and lo are adapted to register with the channel g.

' Theoperation is asfollows: When thetriple valve is in the ordinaryrunning position, as

illustrated in Fig. 1, then the port f is closed to the port h by thegraduating-valve H,

and as there is no air in the cylinder E the piston F standsin itsforward position by the action of its spring F2, as shown in Fig. 2.When the engineer moves the engineers valve for service application andthe Slide-valve B IOO chamber E4, and the port e into the forward end ofthe cylinder E to force the piston F therein outward, as indicated inFig. 8, the piston compressing the spring F2, as shown, at the same timepassing beyond the port d to disconnect the brake-cylinder from theouter air. As soon as the auxiliary pressure is reduced below train-pipepressure the grad uating-valve H closes and also the check-valve I, sothat no more air-pressure is supplied to the cylinder E, it beingunderstood that the check-valve I prevents air from passing from thebrake-cylinder to the cylinder E when the slide-valve is inservice-application position. Only a small amount of air leaks throughthe port t' to the outer air, and it is open when the slide-valve is inservice position, and if the engineer restores pressure in the trainpipebefore sulIicient air has leaked out of the cylinder E to allow thepiston F to pass beyond the ports d then the pressure in thebrake-cylinder will not be released, as it will be retained by thepiston F in said cylinder E by way of the pipe D, port c, slide-valve B,and port a, and the auxiliary reservoir can then be recharged withoutthe release of the brakes. Vhen the triple valve is in service position,the air in the cylinder E gradually leaks out by way of the port e,chamber E4, pipe G, portf, channel g, and port i, so that the piston Fgradually returns to its normal position by the action of the spring F2,and when the piston passes the ports d then the brake-cylinder canexhaust by way of the pipe D and cylinder E to the outside to releasethe brakes.

If immediately after application of the brakes has been made pressure isrestored in the train-pipe before the air in the cylinder E hassuiiiciently leaked out to permit the spring F2 to move the piston Fpast the port d, then the port z' in the slide-valve seat will beclosed, thereby stopping all the leak, and the pressure in thebrake-cylinder will remain connected with the cylinder E, thus keepingthe piston in an outer position and at the same time preventing theescape of air from the brake-cylinder, thus permitting the recharging ofthe auxiliary reservoir without releasing the brakes. If now a slightadditional application of the brakes is made, the slide-valve will againbe brought to serviceapplication position, and the port i will again beopened, and air will leak out of the cylinder E, and the pistou F willreturn to its normal position by the action of its spring, so that theair can escape by the brake-cylinder to the outer air by way of thecylinder E for release of the brakes.

In order to prevent excessive pressure from accumulating in thebrake-cylinder by repeated recharging without releasing the brakes, useis made of the pop-valve J, the port 7c of which connects with thechannel g, registering with the port f to allow escape of excesspressure from the brake-cylinder by way of the cylinder E, it beingunderstood that the pop-valve is set to open at the pres# sure slightlyabove the pressure in the brake cylinder on an emergency application.For instance, if a train of cars only part of which is provided withthis retaining device is moved down a long heavy grade and the brakes onthe cars which are not provided with this retaining device arerepeatedly applied and released without releasing the brakes on the carsprovided with this device, then enough pressure will accumulate in thebrake-cylinders and auxiliary reservoirs of such cars to prevent theoperation of the tri ple valves, and thereby prevent the release of saidbrakes and cause sliding of the wheels. To avoid this7 the p`opvalve Jis provided, and which pop-valve connects with the brakecylinder whenthe slide-valve is in release position by way of the port 7c, channel g,port f, pipe G, chamber E4, port c, cylinder E, ports d, chamber El,pipe D, port c, slidevalve B, and port a. The portfmust belarge enoughto allow the shortest opening of the graduating-valve II to cause thepiston F in the cylinder E to be forced to the farther end of thecylinder, while the porte` must be sufiiciently small to allow but a fewseconds of time to elapse before the piston F reaches its normalposition against the head E3 of the cylinder after the piston has beendriven out ward, as above explained.

When the slide-valve Bis in the release position, then the port i isclosed, and when said slide-valve is in application position the port kis closed, thus disconnecting the pop-valve J from the brake-cylinder,said pop-valve being only connected with the brake-cylinder when theslide-valve B is in release position.

In case the train-pipe separates or the pressure is sufficiently reducedto compress the graduatingspring in the drain-cup, then the three portsf, t', and 7c are closed and the pressure-retaining device is entirelydisconnected IOO IIO

from the brake-cylinder and auxiliary reservoir, and consequently thepressure-retaining device in no way impairs the speed or efficiencyofthe brake, except to prevent an immediate release of the brakes afterservice application has been made until the air in the cylinder E hashad time to leak out.

The device can be used whether all or only a part of the cars in a trainare equipped with the device, and it is not necessary that all the carsequipped with the device be coupled next together and coupled to theengine, as the device will work on one or more cars placed in any partof the train, the working of the device depending entirely on theoperation of the triple valve.

The advantage claimed for this retaining device is that all the pressureexcept excess of pressure, as above mentioned, can be retained in thebrake-cylinder while the auxiliary reservoir is being recharged, andwhen the train descends a heavy grade it will obviate the danger of theengineer losing control of the train and at the same time allow theengineer to make a complete release of the brakes when desired.

Having thus fully described my invention, I claim as new and desire tosecure by Letters Patent- 1. A retaining-valve for a brake-cylinder,comprising a cylinder forming the escape for the brake-cylinder, andhaving connection by a triple-valve slide-valve with the auxiliaryreservoir, and a spring-pressed piston in said cylinder, and adapted tobe forced outward by the pressure from the auxiliary reservoir, to closethe brake-cylinder escape, said pis ton being also adapted to return bythe pressure of its spring, to open the brake-cylinder escape,substantially as shown and described.

2. A duid-pressure brake, provided with a triple-valve slide-valvehaving a channel for connection with the auxiliary-reservoir pressure,said channel being controlled by a graduating-valve in said slide-valve,and adapted to register withsports in the slide-valve seat, one of theports leading to the outside, a retaining valve cylinder havingconnection with the other of said ports in the slide-valve v seat, andalso connected with the brake-cylinder exhaust, and a spring-pressedpiston operating in said cylinder and arranged to be forced outward bypressure passing through the channel from the auxiliary reservoir, saidpiston normally standing by the pressure of its spring past thebrake-cylinder escape, to allow the air from the brake-cylinder to passto the outside, substantially as shown and described.

3. A duid-pressure brake, provided with a triple-valve slide-valvehaving a channel for connection with the auxiliary-reservoir pressure,said channel being controlled by a gradv uating-valve in saidslide-valve, and adapted to register with ports in the slide-valve seat,one of the ports leading to the outside, a retaining Valve cylinderhaving connection with the other of said ports in the slide-valve seat,and also connected with the brake-cylinder exhaust, a spring-pressedpiston operating in said cylinder and arranged to be forced outward bypressure passing through the channel of the auxiliary reservoir, saidpiston normally standing by reason of the pressure of its spring beyondthe brake-cylinder escape, to allow the air from the brakecylinder topass to the outside, and a popvalve in a separate port in theslide-Valve seat, the port being adapted to register with said channel,substantially as shown and described.

4. A retaining-valve for a brake-cylinder, comprising a cylinder formingthe escape for the brake-cylinder, and having connection by atriple-valve slide-valve with the auxiliary reservoir, a spring-pressedpiston in said cylinder, and adapted to be forced outward by thepressure from the auxiliary reservoir, to close the brake-cylinderescape, said piston being also adapted to return by the pressure of itsspring, to open the brake-cylinder escape, and a check-valve in theslide-valve,v for disconnecting the brake-cylinder and theretaining-valve cylinder by way of the slidevalve, as set forth.

JOSEPH S. LAPISH.

Witnesses:

JAMES W. PRESTON, ROBT. WALKER.

